Governor controlled compression ignition internal combustion injection engine



June 21, 1938. D, w LATTA 2,121,666

GOVERNOR CONTROLLED, COMPRESSION IGNITION INTERNAL COMBUSTION INJECTION ENGINE Filed 001:. 23, 1936 1|\ l2 j .19 63 f 56 55 a Q 0 0 0 Q Q 22\ "15 I Patent ed June 21,1938

PATENT oFricE- GOVERNOR CONTROLLED COMPRESSION IGNITION INTERNAL COMBUSTION IN- JECTION ENGINE David Wilson Latte, Canton, Ohio, asslgnor to Hercules Motors Corporation, Canton, Ohio, a

corporation of Ohio Application October 23 5 Claims.

My invention relates to compression ignition internal combustion injection engines, such as set forth in U. S. Reissue Letters Patent No. 19,742. The fuel supply means for such an engine in 5 cludes a fuel injection pump which successively injects separate quantities or charges of liquid hydrocarbon fuel such as Diesel oil into the combustion chambers of the engine at successive timed intervals, one charge being injected into the combustion chamber of each cylinder during each four stroke cycle of the piston operating in the cylinder, and in which the air for combustion is introduced into the cylinders and combustion chambers through an air. intake manifold or duct and valve means such as may be usual in internal combustion engines.

The tendency to overspeed is always present in a compression ignition internal combustion injection engine, and oneform of governor means for the fuel injection pump of such an engine which is frequently used is a'vacuum type governor which is actuated by changes in pressure in a venturi located in' the air intake manifold, the changes in pressure being communicated to the governor through a flexible tubing.

In such a governor controlled compression ignition internal combustion injection engine, which maybe for example used as the motive power of a truck, upon a sudden release of the load on the engine, as' when the truck climbs a steep hill and passes over the top of the hill, the usual forms of vacuum governors are frequently too sluggish in action, with the result that serious overspeeding of the engine occurs and the truck may run awayand get out of control of the driver with thepossible result of a serious and damaging collision, or overturning of the truck upon leaving the road out of control.

. The objects of the present improvements include the provision of a governor controlled compression ignition internal combustion injection engine, and which may have a vacuum type gov ernor, and which is provided with additional governing means which are operative substantially instantaneously with a sudden release of load on the engine to efiectively reduce the fuel supply and thus the speed of the engine.

The foregoing and other objects are attained by the improvements, apparatus, parts, combinations, and sub-combinations, which comprise the present invention, and the nature of which is set forth in the following general statement, and preferred embodiments of which, together with their mode of use are set forth in the following description, and which are particularly and distinctly 1936, Serial No. 107,198

pointed out and set forth in the appended claims forming part hereof.

The nature of the present invention maybe described in general terms as including in a compression ignition internal combustion injection.

The speed of the engine is controlled by a. manually operable valve means for varying the air intake opening of the air intake duct. means, which manually operable valve means may be a usual butterfly valve which may be located in the venturi of the intake duct means.

Preferably in advance of the manually operable valve means, with respect to the direction of air flow through the air intake duct means, air velocity actuated valve means, preferably vane valve means, are located in the air intake duct means, and normally arranged to permit air flow through the air intake duct means and operative to automatically reduce the air flow by the attainment of a predetermined velocity of air flow, so as to prevent overspeeding of the engine, as when the load on the engine is suddenly released.

By way of example, a compression ignition internal combustion injection engine including the present improvements, is illustrated in the accompanying drawing forming part hereof, in which Figure 1 is a slde'perspective view of the fuel pump and air intake side of the compression ignition internal combustion injection engine including the present improvements;

Fig. 2, an enlarged fragmentary elevation view of the same side thereof, with portions of the air intake duct means and associated parts and portions of the fuel supply means broken away and illustrated in section for more clearly illustrating the present improvements; and

Fig. 3, a fragmentary elevation view of portions of Fig. 1 showing one form of velocity actuated vane valve or governor means adapted for use in the present improvements, with the cover plate thereof removed and with portions being illustratedin section.

Similar numerals refer to similar parts throughout the drawing.

The compression ignition internal combustion injection engine including among others the present improvements is indicated generally at ill, and as illustrated is a six cylinder, four stroke cycle, single action, high speed, compression ignition internal combustion injection engine, in which the air for combustion is obtained normally directly from the atmosphere, and in which separate quantities or charges of the preferred liquid hydrocarbon fuel, suchas Diesel oil, are successively injected into the combustion chambers of the engine at successive timed intervals, one charge being injected into the combustion chamber of each cylinder during each four stroke cycle of the piston operating in the cylinder.

The illustrated engine includes the improvements in Compression ignition internal combustion engines set forth in the United States reissue patent of 0. D. Treiber, 19,742, relating more particularly to an improved and preferred arrangement of cylinder chambers, side combustion chambers, and connecting passageways,

and a preferred character of fuel jet injected whichthe air supply for the engine is introduced and caused to flow into the cylinder chambers through overhead valve means, not shown, but

I which are included beneath the air intake valve mechanism cover i2, and which overhead valve means may be as set forthin said U. S. Reissue Patent 19,742.

The engine i0 furthermore includes fuel supply means indicated generally by l3 and which includes a fuel injection pump is operatively mounted at one side of the engine as shown in Figs. land 2. I

The illustrated fuel injection pump l4 isof usual construction and arrangement, and is a Bosch fuel injection pump, made by Robert Bosch, A. G., Stuttgart, Germany, and includes a shaft l5, driven by a chain and sprocket connection with the cam shaft of the engine contained in a gear and chain housing ii of the engine. 1 Y

The gearing and sprocket connection with the engine cam shaft of the fuel injection pump drive shaft I5 is not shown and may be of usual construction and arrangement, and the cam shaft of'the engine is driven in a usual manner, not

shown, by a gear connection with the crank shaft of the engine.

The fuel injection pump i4 includes a casing I! in which plunger pistons, not shown, are operatively mounted, each in a pump cylinder, not shown, formed in the casing l1, one pump plunger piston and cylinder being provided for each cylinder of the engine.

The plunger pistons are actuated in a usual manner by cams on a cam shaft portion, not shown, of the shaft ii, the cam shaft portion being located within a cam shaft chamber of th casing l'l.

Each pump cylinder communicates with a discharge outlet i8 which communicatingly connects with one end of a tube I9, the other end of which communicatingly connects with the intake fitting 20 of a. pintle nozzle discharging. into the combustion chamber of one of the engine cylinders.

The injection pump it as :hown is served by a transfer or supply pump 2| attached to the side of the lower part of the casing i1, and one or more fuel filters, not shown, may be interposed in the fuel supply line to the injection pump M.

The injection pump it as illustrated is provided with a vacuum or differential pressure governor means indicated generally by 22, and which as shown is of a usual type, and which may be termed differential pressure diaphragm actuated means controlling the rate of fuel in- Jection of the pump I! through the tubes i9 and the fuel nozzles into the combustion chambers of the engine.

In effecting control of the rate of fuel injection of the pump 14 by means of the differential pressure governor means 22, the fuel pump inliquid fuel admitted to each pump cylinder from the main supply tube, and thus controlling the quantity of fuel in each charge pumped out of; each pump cylinder into its associated engine cylinder combustion chamber on the pressure stroke of the piston of the pump cylinder.

The fuel pump it furthermore includes a valve setting or throttle rod 23 which is operatively associated with each ofthe valve means for each of the pump cylinders and which is arranged for reciprocation in normal horizontal opposite directions in the casing ll of the pump H.

The rod 23 when displaced to its extreme position in the direction of the arrow S in Fig. 2 actuates the valve means so as to shut off the flow of liquid fuel into the pump cylinders and thus stop the engine.

For thus stopping the engine a stop lever 24 is operatively associated with the rod 23.

Displacement of the rod 23 in the direction of the arrow F actuates the pump valve means to increase the rate of flow of liquid fuel into the pump cylinders, the greater the displacement of the rod 23 in the direction of the arrow F, the greater the rate of flow of liquid fuel into the pump cylinders.

The vacuum or diflerential pressure governor means 22 includes a casing indicated generally by 25 and having mounted therein intermediate the ends thereof diaphragm means 26 for forming at one side of the diaphragm means 26 a diaphragm chamber 21 and at the other side of the diaphragm means 23 a diaphragm chamber 23.

The diaphragm means 26 is connected by link means 29 with the governor control rod 23 and accordingly movements of the diaphragm means 26 caused by pressure differences in'the chambers 21 and 28, impart movements to the control rod 23 in the opposite directions S and F.

The. diaphragm chamber 28 is vented to the.

intake duct means at the neck of the Venturi tube portion 3i.

Manually operable valve means for varying the air-intake opening of the air intake duct means tatable on its shaft 35 by means of the speed changing lever 36 as shown in Fig. 1.

For the purposes of the present improvements, air velocity actuated valve means are interposed in the air intake duct means I I of the engine and indicated generally at 31.

The illustrated air velocity actuated vane valve means in are such as set forth in U. S. Patent No. 2,026,948, issued to W. E. Leibing, and include a duct casing 38 which is interposed between the Venturi tube portion 3! of the air intake duct means H and the air cleaner 32.

Valve vanes 33 are operatively located in the duct opening 40 of the duct casing." which forms a portion of the air intake duct means of the engine. I

The velocity actuated valve vanes 38 are nor-- In Fig. 2 the setting of the manually operated butterfly valve 34 is for full load speed of the. en-

gine as when the engine is propelling a truck which is climbing a .hill.

The diaphragm means 2 8 assumes the position shown in Fig. 2 corresponding to the wide open setting of the butterfly valve 34, and manual closing of the butterfly valve means 35 is accompanied by increases in vacuum at the neck of the Venturi tube 3i and such increases in vacuum or drops in pressure are communicated through the diaphragm casing 27 through the tubing 30 reducing the speed of the engine by the diaphragm means 26 assuming a position displaced in the direction of the arrow 8 from its position as shown in Fig. 2.

The governor 22 connects as aforesaid by the tubing 3! with theventuri tube portion 8!, and with not too sudden changes in speed of the engine, also has a governing action on the diaphragm means 26 tending to maintain the same at any position correspondingto any particular setting of the butterfly valve 3d.

This governing action is too sluggish whenthe load on the ermine is suddenly released as when a truck powered by the engine goes over the top of a steep hill.

In the present improvements however, the velocity actuated vane valve means 3? are adjusted to instantaneously operate upon a sudden release of the load of the engine to reduce and close ofi.

the air flow through the air intake duct means ii, and accordingly the pumping action of the engine pistons causes a-very rapid drop in pressure in the air intake duct means beyond the air velocity actuated vane valve means 8'? in the direction of the air flow indicated by the arrow 32, with a consequent quick movement of the diaphragm means 25 in the direction of the arrow S to slow down the engine speed to a safe operating speed, after which the valve vanes 39 automatically operate to return to the position shown in Fig. 2 fol-permitting the manual speed control of the engine by the butterfly valve means 3 3.

, 3 It is to be noted that the location of the air velocity actuated vane valve means 31 in advance of the butterfly valve means, with respect to the direction of the air flow through the air intake duct means, insures the desired very rapid drop in pressure in the Venturi tube portion 3| so as to eifect a rapidand immediate slowing down movement of the diaphragm means 26 and the injection pump control rod 23.

I claim:

1. In a compression ignition internal combustion injection engine, air intake duct means for the engine, fuel injection pump means for the engine, differential pressure diaphragm actuated means controlling the rate of fuel injection of the pump means, tube means operatively associated with the air intake duct means and the diflerential pressure diaphragm actuated means for actuating the diaphragm means according to variations in pressure in the air intake duct means, manually operable valvemeans for varying the air intake opening of the air intake duct means, and air velocity actuated valve means normally arranged to permit air flow through the air intake duct means and operative to automatically reduce theair flow by the attainment of a predetermined velocity of air flow, so as to prevent overspeeding of the engine, as when the load on the engine is suddenly released.

' 2. In a compression ignition internal combustion injection engine, air intakeduct means for the engine, fuel injection pumpmeans for the engine,. difierential pressure diaphragm actuated means controlling the rate of fuel injection of the pump means, tube'means communicatingly connecting at one end with the air intake duct means [and at the other end with the differential pressure diaphragm actuated means for actuating the diaphragm means according to variations in pressure in the air intake duct means, manually operable valve means for varying the air intake opening of the air intake duct means, and air velocity actuated valve means operative in the air intake duct means in advance of the connection or the tube means with the air intake duct means with respect to the direction of air flow therethrough. 1

3. In a compression ignition internal combustion injection engine, air intake duct means for the engine, fuel injection supply means for the engine, means operative by pressure changes in the air intake duct means for controlling the operation of the fuel supply means, manually operabie valve means for varyingthe air intake opening of the air intake duct means, and air velocity actuated valve means operative in the air intake duct means.

i. In a compression ignition internal combustion injection engine, air intake duct means for the engine, fuel injection supply means for the engine, difl'erential pressure diaphragm actuated means controlling the operation of the fuel supply means, tube means communicatingly connectwith respect to the direction of A air flow therethrough.

b. In a compression ignition internal combustion injection engine, air intake duct means for the engine, differential pressure diaphragm actuated means, tube means communicatingly connecting at one end with the air intake duct means and communicatingiy connecting at the other end with the differential pressure diaphragm actuated means, and air velocity actuated valve means operative in the air intake duct means in advance of the connection of the tube means with the air intake duct means with respect to the direction of air flow therethrough.

DAVID WILSON LA'ITA. 

